Four GM rebuild tools in one kit for the 4L60E and 700R4: pump alignment band, turbine and stator shaft Teflon seal sizers, and a rear clutch compressor.
If you are tearing down a 4L60E from a 1993-2013 Silverado 1500, Sierra 1500, Tahoe, Yukon, Suburban, S10, Blazer, Camaro or Corvette, the jobs that most often go wrong are not the big ones. They are the small bench steps: sliding scarf-cut Teflon rings onto a shaft without stretching them out of shape, bolting the two pump halves together dead center, and getting the low/reverse return spring snap ring out without a screwdriver slipping. This kit puts the four tools for those steps in one box: a T-1097 front pump alignment band, a J-36418-C turbine shaft Teflon seal installer and resizer, an ST-1503 stator shaft Teflon seal installer and resizer, and a T-0151 rear clutch spring compressor. The tools are carbon steel and aluminum, and the whole kit ships at about 2.7 lb.
Every clutch in a 4L60E is applied by oil that has to cross from a stationary part to a spinning one. That oil crosses on Teflon sealing rings. The stator shaft on the back of the pump cover carries rings that feed the input housing, and the turbine shaft inside the input housing carries rings that feed the forward, 3-4 and overrun circuits. The rings are scarf cut, so they have to be opened up to get over the shaft, and once they are stretched they sit proud of the groove. The installer cone opens each ring evenly and the resizer sleeve squeezes it back down so the drum or housing slides over without shaving the ring edge.
The pump itself is a 13-vane variable-displacement unit, according to GM service information, built as a body and a cover bolted together around the converter hub bushing. The T-1097 band clamps around both halves so their outer diameters line up while you run the bolts down. The T-0151 compressor hooks the case lugs at the rear and pushes the low/reverse piston return spring down so its snap ring can come out and go back in safely.
If the transmission is still in the truck, start with a line pressure gauge rather than guessing. Low pressure in every range points to the pump, the pressure regulator or a leak on the feed side, while slipping in only 3rd and 4th points more toward the 3-4 clutch and its seals. Our guide on 4L60E pump rotor and bushing wear walks through the pump side, and 4L60E common problems and fixes covers why 3-4 clutches burn and what to check beyond the clutch itself. If the unit is already apart and you are rebuilding it, you need these tools either way.
The kit is listed for the GM 700R4, 4L60 and 4L60E. The T-0151 compressor is also listed for the 4L65E, 4L70E and TH350, and the T-1097 pump band also fits the TH250, TH350, TH375, TH400, 3L80, 425, 475 and Powerglide. Per the listing, the turbine shaft sizer replaces Kent-Moore J-36418-C and Atec T-1574, and the stator shaft sizer replaces T-1503 and #39SS. Shaft and ring sizes can differ on uncommon or modified units, so compare the sizer to your shaft before you rely on it. If you are not sure what you have, send us the year and VIN or the tag from the case. You can see every part we carry for this unit on the 4L60E collection page.
Most people buying this kit are also buying the soft parts. A 4L60E master rebuild kit with frictions and steels covers the rings, seals and clutches, and if the pump rotor or vanes are scored, the heavy duty 13-vane pump rotor kit rebuilds the pump while it is on the bench. A cracked or stripped sun shell is common enough that it is worth checking the 4L60E reaction shell before you close the case.
| Includes | T-1097 pump alignment band, J-36418-C turbine shaft seal installer/resizer, ST-1503 stator shaft seal installer/resizer, T-0151 rear clutch spring compressor |
| Fits | GM 700R4, 4L60, 4L60E; compressor also 4L65E, 4L70E |
| Material | Carbon steel and aluminum alloy |
| Shipping weight | About 2.7 lb |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
The installer stretches the scarf-cut Teflon ring to get it over the shaft. Until it is sized back down it sits above the groove, and the drum or housing can shave or roll it on assembly. The resizer closes the ring back to size.
The T-0151 compressor is listed for the 4L65E and 4L70E. The kit as a whole is listed for the 700R4, 4L60 and 4L60E, so check the shaft sizers against your shafts on a 4L65E or 4L70E before relying on them.
The usual signs are slipping in 3rd and 4th, a 3-4 clutch that burns up again soon after the rebuild, or a delayed engagement into Drive, because apply oil is leaking past the ring instead of applying the clutch.
Use Dexron VI ATF, the fluid specified for the 4L60E. Soak the new rings in it before installing them and use it to prime the pump before the first start.
Replace the front seal and converter hub bushing, inspect the converter hub, and check the rotor, vanes and slide for scoring. Replace the stator shaft and turbine shaft Teflon rings every time they are disturbed.
